Car-truck.



W. H. STEVENSON & G. GIBBS.

CAB TRUCK.

APPLICATION FILED NOV.13, 1912.

Patented Aug. 4, 19%

3 SHEETSSHEBT 1.

THE NORRIS PEYERS CO., PNOTO LITMOH WASHINGTON, D C

W. H. STEVENSON & G. GIBBS.

GAR TRUCK.

APPLICATION IILED NOV.13, 1912.

Patented Aug. 4, 1914.

3 SHEETS-SHEET 2.

ooool yqew THE NORRIS PETERS Cr)v PHOTO L W. H. STEVENSON & G. GIBBS.

OAR TRUCK.

APPLICATION rum) NOV'.13, 1m.

1,106,339. Patented Aug. 4, 1914.

3 BHEETS-SHBET 3.

THE NORRIS PETERS CO.. PHOTO-LITHQ. WASHINGTON, D. C.

IINID @TATES 'PATENT OFFICE.

WILLIAM H. STEVENSON, OF CHICAGO, ILLINOIS,AND GEORGE GIBBS, OF NEW YORK, N. Y., ASSIGNOES T0 PHILADELPHIA HOLDING COMPANY, OF PHILADELPHIA, PENNSYLVANIA, A CORPORATION OF DELAWARE.

CAR-TRUCK.

To all whom it may concern Be it known that we, WILLIAM H. STEVEN- SON, of Chicago, in the county of Cook and State of Illinois, and Gnonon (hues, of New York, in the county of New York and State of New York, have invented certain new and useful Improvements in Car-Trucks, whereof the following is a specification, reference being had to the accompanying drawings.

Broadly speaking, our invention relates to that known type of car trucks in which two axles are so mounted as to be capable of swinging movement, with relation to the car body, about substantially definite vertical axes located at a substantial distance laterally from the longitudinal centers of said axles respectively, and upon opposite sides of the vertical plane in which said centers normally lie, connecting means being provided for correlating the swinging movements of said axles.

More particularly, our improvements relate to the supporting means which intervene between such axles and the car body, the main objects of the invention being to minimize friction, or strain, to reduce wear, and to facilitate the characteristic mode of operation of the device in entering, running ulpon, and leaving curved portions of a. track.

In the accompanying drawings, Figure I represents a top or plan view of a pair of car trucks and their housing-fame, embodying our improvements. Fig. II is an enlarged plan view of that truck which is represented at the left hand end of Fig. I, showing also an adjacent portion of the housing frame. elevation, of said truck and adjacent portion of the housing frame, (as seen from the side which is at the bottom in said figure), showing also a portion of the car sub-frame, which is omitted from Figs. I,and II. Fig. IV is a view, in side elevation, of the opposite side of said truck, showing also the adjaccntportions of the housing-frame and. sub-frame. Since the two trucks are identical in structure, the position of certain parts being merely reversed with relation to the sides of the housing-frame, it is properto state that Fig. IV, may be taken as representing a side elevation of that truck which is at the right hand end in Fig. I, as

Specification of Letters Patent.

Application filed November 13, 1912.

Fig. III is a view, in side Patented Aug. 4, 1914.

Serial No. 731,050.

sill-plates constituting the direct supports for the sills of the car-body. The housingframe 1, comprises the longitudinal side pieces 3, and 4, and transverse pieces 5. The sill-plates 2, correspond in longitudinal extent and position with the side pieces 3, and 4, of the housing-frame, and between each sill-plate and its subjacent side-piece, elliptical springs 6, are located at convenient in tervals. As this general organization of the sub-frame is old and well known, its details l and purpose need not be further particularized.

The side pieces of the housing-frame have enlarged portions at the regions immediately adjacent to the trucks, as indicated respectively at 7, in Fig. III, and 8, in Fig. IV, the general configuration of said enlarged portions being such as to constitute the actual housings for the devices which permit the characteristic swinging movements of the axles above referred to. Since, however, the axes of said swinging movements are diagonally disposed with relation to the housing-frame, it will be understood that the relative positions of the housings proper, indicated at 7, and 8, are reversed on opposite sides of the structure; that is to say, in the side-piece 3, the housingportion which corresponds to 7, is located at the lefthand end in Fig. I, while in the opposite sidepiece 4, said housing portion 7, is located at the right hand end in Fig. I.

As before stated, the two trucks and the adjunctive features by which they are respectively connected to the housings, are identical in structure, with the exception that the positions of certain of their elements are reversed with relation to the sidepieccs of the housing-frame. Hence, it will be only necessary to describe in detail one of said trucks, it being understood that similar parts are found in correlative positions in the other.

The car wheels are indicated at 10, and the axles at 11, the latter being mounted in journal boxes 17, and 18, which may be of any desired type, and which are provided with coil springs 16, and 19, respectively, arranged with relation to the truck in the usual manner, as indicated.

The truck comprises the side frames 12, and 13, and the end sills 14, and 15, the end sill 14, being preferably of the truss type, to constitute the brake support, while the end sill 15, may be of any convenient form adapted for motor support, neither the brake mechanism nor that of the motor being shown herein.

Referring to Figs. 11 and IV, it will be seen that the truck side-piece 12, carries at its arched upper portion a laterally projecting socket-plate 20, (preferably made integral therewith), and provided, at its top, with a vertical cylindrical socket 21, adapted to freely receive a vertical pivot 22, having an outwardly projecting peripheral flange 29, which rests upon the upper periphery of the socket 21. As shown in Fig. VI, said pivot 22, depends downwardly from the upper portion of the housing piece 8, on the inner side. of the latter, and is preferably made integral therewith. The axis of said pivot 22, is located at a substantial lateral distance from the longitudinal center of the axle and is preferably situated vertically above the journal box 17, in cases where, as in the instance selected for representation, each truck carries only one axle. Said socket plate 20, also comprises a pair of lateral projections 23, and 24, having upwardly extended end portions, thus forming vertical rackets 25, and 26, whose upper extremities 27 and 28, are laterally enlarged to constitute tracks, the upper surfaces of which are formed with double inclines, of similar extent and pitch, converging downwardly at the point 30, as shown in detail in Fig. V. By reference to Fig. 11, it will be noted that said tracks 27 and 28, of the brackets are arc-shaped, in plan view, the center of ourvature being coincident with the axis of the pivot 22. In the preferred construction shown, the points of convergence of the respective double inclines are diametrically situated with reference to said axis and such diametric line is at right angles to the axle 11. At the regions immediately above said tracks 27, and 28, respectively, the housing portion 8, carries two pairs of downwardly and inwardly projecting brackets 33, and 34, respectively, (see Fig. V), whose lower extremities afford bearings for friction rollers 35, and 36, respectively, which rollers are adapted to run upon the double inclined surfaces of the tracks 27, and 28. The relative .clines of their respective tracks.

positions of the parts is such that when each roller is above the point of convergence of the double inclines of its track, the car axle is in what may be termed its normal position when running upon a straight track, that is to say, at right angles to the rail. When, however, the truck swings upon the pivot 22, the rollers 35, and 36, will mount the in- Thus, in the normal position, (or that of running upon a straight track), the truck at that side which has just been described is sup ported at three regions, viz: at the flange 29, of the pivot 21, and the rollers 35, and 36. When, however, the truck swings from this normal position and the rollers mount their respective inclines in one direction or the other, the tendency will be to lift the pivot 22, slightly from its lowest position in the socket 21, and hence to relieve its flange 29, of friction, at the same time supporting the pivot itself against lateral strain, which might otherwise tend toward tilting, and develop friction in its socket. Furthermore, the rollers will tend to resume their lowest position at the point of convergence of the inclines, and to thus restore the axle and wheels to normal position.

Referring now to Fig. III, the construction and arrangements of parts of the truck at the side there shown is as follows: The housing portion 7, carries on its inner side an inverted horizontal segmental track-piece 40, provided with a strengthening web 41, the parts being preferably made integral with the housing. Said segmental piece is concentric with the axis of the pivot 22, and is provided on its under side with two pairs of double inclined surfaces as shown in the dotted lines at 42, and 44, the inclines of each pair converging upwardly, as indicamd at 43, and 45, respectively. The total are subtended by each pair of these double inclines is equal to the total arc of each pair of double inclines upon the tracks 27, and 28, respectively, and the total depth of each of the double inclines 42, and 44, below their respective points of convergence 43, and 45, is equal to the total height of each of the respective inclines upon the tracks 27, and 28, above their respective points of convergence. Since the arcs are equal, it follows that at any given degree of angular departure from the point of convergence of the respective inclines, the height of the incline upon the track 27, or 28, above its lowest point, will be equal to the depth of the incline upon the track 42, or 44, below its highest point.

Each double inclined track 42, or 44, is adapted to receive a friction roller, as indicated at 46, and 47 said friction rollers being mounted upon vertically extended brackets 48, and 49, respectively mounted upon the arched upper portion of the side frame 13, of the truck, the axes of said rollers being radial to the axis of the pivot 22, and being located at an angular distance apart which is equal to the angular distance between the points 43, and 45, of the tracks 42, and 44. When the truck is in its normal position ofrunning upon a straight track, the friction rollers 46, and 47, are respectively at the points of convergence 43, and 45, of their double inclined track surfaces, and constitute the points of support for the housing frame at that side.

As the truck swings upon the pivot 22, the rollers 46, and 47, will ride upon one or the other of the double inclines, according to the direction of movement, and, since the pitch of the inclines at any given degree of angular departure from the points 43, and 45, corresponds to the pitch of the double inclined tracks 27, and 28, at a similar angular position with relation to their respective points of convergence, a uniform and even supporting connection between the truck and the housing on both sides of the structure is afforded in all positions. Furthermore, since the support is effected by means of rolling contact and the axes of the rollers are radial to the same center, both friction and torsional or lateral strain are minimized. And furthermore, since the pitch of the inclines may be made constant throughout their length, the lifting effect upon the housing-frame and car-body can be rendered uniformly progressive throughout the entire swinging action of the truck, or the pitch can be modified similarly on both sides. As before stated, the structure of the truck at the opposite end of the housingframe is similar to that just described, the organization, however, being that the pivot 22, is upon the opposite side of the housing frame from that just described and that consequently, all the working parts of that truck are conversely arranged with relation to those of its fellow.

The two trucks are connected together by means of a rigid diagonal bar 50, which is pivotally connected thereto, at the points 51, and 52, respectively, located, in each instance, upon what may be termed the free, or non-pivoted side of the truck. This diagonal bar serves to correlate the swinging movements of the two trucks in the peculiar manner recognized as characteristic of the general organization of which they form a )art.

1 Having thus described our invention, we wish it to be understood that we do not claim the general organization above referred to, which we have mentioned at the outset of the specification as constituting a known type of car truck. Furthermore, we are aware that in car trucks of this type, dependent swinging links have been used as supporting connections between the truck and the car body, at that side of the truck where the pivotal axis is situated, and hence, we do not claim broadly the use of supporting connections as adjuncts to the pivot. Our invention differs mechanically from a system of link supports, in the fact that we use compression members instead of extension members, as the supporting elements, and in the further fact that the lifting effect upon the housing-frame and car body may be made constant and uniform for all positions of the truck, instead of rapidly progressive, as is necessarily the case where links are employed.

As a matter of practical working results, we are enabled to greatly reduce the friction and torsional strain, which are incident to the use of swinging links, and to insure a uniform and even supportingaotion which relieves the pivot to the greatest possible extent from the strains incident to the peculiar movements of the truck, as well as those strains which are due to other causes.

Having thus pointed out a limiting charactoristic of our invention, we desire to state that we do not restrict its employment to the specific trucks or structural features above described in detail, but desire to claim our improvements when employed upon any truck system which embodies the characteristic organization and mode of operation of the type referred to, and which, for purposes of brevity in our claims, we shall allude to as an oppositely-pivoted and diagonallycorrelated truck system, meaning to include such organization whether one axle, or a plurality of axles, be employed at each end of the structure, and whether or not housing-frame, sill-plates, or the like, he employed as structural features intervening between the trucks and the car-body itself. Furthermore, while we have illustrated one set of segmental tracks as mounted upon the truck and one set as mounted upon the housing, the rollers being carried, in each instance, by the converse structural element, it will of course be understood that these positions are merely optional, and. that we do not limit'our claims to this specific structural arrangement of the tracks and their cooperating rollers.

While we have not deemed it necessary to illustrate a car-body as such, it will be readily understood that the sub-frame above described may be considered as, in effect, representative of the car-body in a broad. sense.

We claim:

1. In an oppositely-pivoted and diagonally-correlated truck system; the combination, with a truck, of a free support, intervening between the car-body and the truck at the non-pivoted side of the latter; and a pair of segmental tracks and rolling supports intervening between the car-body and the truck upon the pivoted side of the latter;

said tracks being substantially concentric' with the axis of the pivot, and being arranged symmetrically in substantially diametric relation thereto.

2. In an oppositely-pivoted and diagonally-correlated truck system; the combination, with a truck, of a pair of segmental double-inclined tracks and rollers intervening between said car-body and said truck at the non-pivoted side of the latter; and a pair of double-inclined tracks and rollers inter vening between the car-body and the truckat the pivoted side of the latter and ar ranged in substantially diainetric relation to the axis of the pivot; said segmental tracks being substantially concentric with the pivot and the inclines upon the nonpivoted side being substantially similar to those upon the pivoted side in vertical depth at similar angular degrees of the respective segments.

3. In an oppositely-pivoted and diagonally-correlated truck system; the combination of a housing; a pair of segmental double-inclined tracks carried by the housing at the non-pivoted side of a truck; rollers carried by the truck and adapted to run upon said tracks respectively; a pair of segmental double-inclined tracks carried by the truck at its pivoted side, said trucks being arranged in substantially diametric relation to the axis of the pivot; and a pair of friction rollers carried by the housing at the pivoted side of the truck arranged in substantially diametric relation to one another and adapted to run upon said last mentioned tracks respectively.

4. In an oppositely-pivoted and diagonally-correlated truck system, comprising a free support intervening between the carbody and the truck, on the non-pivoted side of the latter; the combination, with the truck, of a socket plate carried at the pivoted side thereof, and having a socket adapted to receive the pivot; a pair of verti- WILLIAM H. STEVENSON.

GEORGE GIBBS.

Witnesses:

HERBERT BRISTOL, EDMUND J. BELL.

Gopies of this patent may be obtained for five cents each, by addressing the Commissioner of Patents. Washington, D. "6. 

